Carburetor



`Iuly 14, 1936.

J. H. ARFF 2,047,661

CARBUBETOR Filed April 23, 1935 3 Sheets-Sheet l E Wm July 14, 1936.

J. H. ARFF CARBURETOR 3 Sheets-Sheet 2 Filed April 23, 1935 n/TTDRA/E /N//ENTU J. H. ARF-F vJuly 14, 1936. 1` H ARFF 2,047,661

CARBURETOR i Filed April 23, 1935 3 Sheets-Sheet 3 L v A lllg E; Vm

Patented July 14, 1936 ..1

UNITED STATES PATENT OFFICE 2,047,661 CARBURETR d .101m H. Ara, Portland, oreg. Application April` 2s, 1935, serial No. 17,315

' s claims'. (01261-44) This invention relates generally to'. internal combustion engines, and particularly to a means for selectively using two fuels of varying degrees Y of specific gravity. I d

The main object of this invention is to secure the maximum amount of economyin Vmotor operation. Y

The second object is to utilize the flow of air to control the fuel flow to the motor. Y

The third object is to provide a means for controlling the flow of fuel in directrelation to the air liow. Y

The fourth object is Vto provide a meansfor alternately handling 'liquids of varying degrees of specific gravity with a' given vacuum pull. The fifth object is to provide a selective means for drawing fuel from two' independent `sources and especially fuels of eligibly great difference in specific gravity.

The sixth object is to providean improved form of valve constructionf d The seventh object is the elimination of the acceleratory pump.

Before entering into a description of this in vention, it is understood that'numerous attempts have been `made to satisfactorily use cheaper fuels, such as Diesel oil, Vin automobile engines, but the use has not become satisfactory up'rtcthe d present time owing to numerous difficulties which are encountered in such attempts.V

In the invention whichI amabout toV describe a special carburetor is provided forhandling the heavier fuel. This is employed in addition to Fig. 2 is a section taken along the line in l.

Fig. 1.

Fig. 3 is a plan of the device withparts broken *Y away to show the butterfly. Y

Fig. 4 is a section taken along the line 4-4 in Fig. 3.

Fig. 5 is a section taken along the line 5--5in Fig. 4.

levers.

Fig. v is a seccin throughJ fa modiedrorm f the device.

Fig. 6 is an enlarged view ofthe operating.

Fig. 8 is a section taken along the line 8-8 in Fig. 7. i A Y Fig. 9 is a. section taken along the line 9--9Vin Fig. 7. 1 1

Fig. 10 is a section taken along the line lIlllll V5 in Fig. 1. l

Similar numbers of reference refer to similar. j parts throughout the several views. g

Referring in detail to the drawings, vthere is shown anlinternal combustion engine I0 with the 10 usual intake manifoldl II and exhaust manifold I2.V The usual gasoline carburetor I3 is spaced from the intake manifold II by means of a T-tting I4. The carburetor I3 is joined to the fuel supply tank by means of a pipe I5. The po- 15 sitions of the gasoline choke button I6 and butterfly I1 are also indicated. Y

Referring more particularly toy my invention same consistsof a horizontal cylindrical body I8 on whose underside is attached a fuel well I9 for Diesel fuel 20. Extending downwardly from the body I8 to the bottom of the well I9 is a central Vstem 2| having an opening 22 formed therein into whose lower threaded end is screwed the short screw 23, which is used to hold the well I9 up 25 against the body I8. It is desirable to provide a packingi24 between vthe well I 9 and the body I8.

The stem 2l is provided with holes 25 through which fuel V20 can enter the opening 22. Threaded into the body I8 is a tubular stem 26 whose 30 upper end is provided with a valve seat 21. The portion of the cylindrical opening 28, which immediately surrounds the seat 21, is counter-sunk as shown.

Within the well I 9 and surrounding the stem 35` 2I isa oat 29, the purpose of which is to maintain a Xed'level of fuel 20 in the well I9. This is accomplished by providing a check valve 30 within the bushing 3| which is threaded into'the` body I8. The lower end 32 of the valve 30 pro'- 40 jects below the lower end cf the bushing 3| and engages a hinged arm 33 to which the float 29is attached. The oat 29 operates in a manner to close the valve 30 when the level of the fuel 28is sufficiently high; 4.5 Fuel is admitted to the well I9 through thev Diesel oil supply pipe 34, which extends through the exhaust manifold I 2 into the vacuum tank 35 which is supplied with fuel from the Diesel oil tank, not shown,'by means of the pipe 36. The 50 usual suction line 31 from the intake manifold Il to the vacuum tank 35 is also indicated. Projecting upwardly from the body .I8 is the vertical head 38 provided with a cylindrical opening 39 A which is closed by a cap 40.

By this arrangement the clearance between theneedle point 41 and the seat 21 may be acourately adjusted and maintained.

From opposite sides of the cap 4U extend the ears 48, which serve as guides for the vertical rods 49 whose lower ends guide in the ears50, which project laterally from the body |8. The upper ends of the rods 49 are united by means of a yoke 5I, and the position of the yoke l5| with reference to the rods 49 can be accurately adjusted by the nuts 52. Projecting downwardly from the yoke 5| are .the plungers which unite the yoke 5| to the piston 4| on opposite sides of the needle valve 43. Each rod 49 is provided with a spring 54 on the underside of its respective guidlng ear 48. On each rod 49, below its spring 54, is secured a pin 55. To each pin 55 is attached a lever 56, which is free to rotate on the shaft 51 of the butterfly valve 58, which is located in the opening 28.

The levers 56 are provided with lateral extensions 59 and elongated slots 60 which receive the pins 55. Secured near opposite ends of the shaft 51 are the levers 6I, each of which is provided with a lateral extension 62 which carries an adjusting screw 63, whose end 64 can engage the extension 59. Each lever 6I is joined by a link 65 to a common pull rod 66, which is attached to one end of a spring urged lever 61, which is actuated by the Diesel foot throttle 68. The position of the gasoline foot throttle 69 is also indicated as being joined by means of the pull rod 10 to the butterfly lever 1I of the gasoline carburetor I3. The vacuum tank for the gasoline line is not illustrated, but it is joined to the pipe 12 which communicates with the intake manifold II.

Turning now to the body I8, it will be noticed that there is an adjustable needle valve 13 con'- trolling an opening 14 on the underside of the body I8. The opening 14 communicates with the horizontal opening 15 and it connects with the downwardly extending tube 16, whose lower end projects into the fuel 20. This arrangement is to provide an idling adjustment for the Diesel carburetor. In order to admit a corresponding amount of air for the idling speed, at which time the butterfly 58 is closed, there is provided an air inlet screw 11I having an inlet orice 18 communicating by means of the lateral orifices 19 with the atmosphere. under the head of the screw 11.

Unless this arrangement is provided an objectionable amount of liquid fuel will be drawn up to the opening' 28 between the butterfly 58 and piston 4| at idling speeds and will naturally be drawn into the motor at the next acceleration.

From the foregoing it will be seen that I have provided a dual system of fueling for an internal combustion engine in which the more volatile fuel, such as gasoline, is used to warm the motor, this being done merely by depressing the gasoline foot throttle 69; the result of which is that the portion of the Diesel'oil pipe 34 which passes A spring is provided` through the manifold I2 becomes heated, renderv ing same more volatile when it is delivered to the well I9. It will be noted that as the motor warms up and the Diesel oil throttle 68 is depressed, causing a pull on the rod 66, then the butterfly 58 commences to open and, depending upon the adjustment of the screw 63, the opening of the butterfly 58 is followed by an opening of the piston valve 4| and the rush of air across the counter-sunk opening surrounding the valve seat 21 produces suicient lifting action to raise the heavy Diesel oil up through the stem 26 past the needle valve point 41, where it is sprayed into the rapidly passing air and drawn into the motor.

It can thus be seen that by the cooperation of the two carburetors, one designed and adjusted for the handling of gasoline, and the other designed and adjusted for handling of Diesel oil and by providing suitable operating connections, it is possible for the operator to selectively use either of the fuels best suited for the work at hand and condition of motor and supply available.

In the form of the device shown in Figs. '7 to 10 inclusive, in place of the body I8, shown in Fig. 4, there is substituted a body 8| which is secured to the T-tting I4 by means of the bolts 82. Projecting upwardly from the body 8| and communieating thereto is a cylindrical head 83 which is closed by means of a cap 84. Within the head 83 is a piston 85, whose lower end 86 is provided with a rounded point, the curvature of which is such to permit the piston to form a plug or closure for the opening 81 within the body 8 I Extending across the diameter of the opening 81 and into the piston 85 is a perforated tube 88 whose lower end communicates with the helical grooves 89 formed in the plug 90, the grooves 89 communicating by means of the ducts 9| with an orifice 92 which is controlled by a needle valve 93. The valve 93 is free to rotate in the threaded nlug 94 -which is secured Within the lower end of the tubular post 95, which is mounted along the -axis of the piston 85, the plug and the valve 93.

The tubular post 95 is provided with ports 96 through which fuel 91 can enter from the well 98'which is supported from the base 99 of the cylindrical stove |00 through which exhaust gases pass from the engine by way of the exhaust pipe |0I. The plug 90 extends through a tube |02 which draws heat from the gases passing through the stove |00 and vaporizes the fuel passing spirally around the grooves disposed around the plug 90. Within the well 98 is a float |03 which actuates a needle valve |04 which controls the fuel intake pipe 34.

The pull rod 66 of the Diesel foot throttle (not shown) is attached to one end of a lever |05, whose opposite end is secured on a shaft |06 which extends into the body 8| and whose inner end has secured thereon a slotted lever I 01, whose slot |08 engages a pin |09 which extends across a slot IIl'I formed in the piston 85. Connected with one of the holes I I in the lever |05 is an adjustable connecting rod I I2, whose opposite end is attached to a rock lever I I3 which is secured to the shaft ||4 of a butterfly valve I I5.

This form of the device is substantially the same as that described in Figs. 1 to 6 inclusive, except for the fact that a vaporizing and atomizing action within the Diesel oil carbureter is introduced, and the means for operating the piston 85 is much improved. It will be noted that as the piston 85 descends, the perforations in the tube 88 are successively closed thereby varying the amount of vaporized fuel which may enter the body 8|.

1. An oil carburetor consisting of 'a tubular body having a cylindrical interior and having a hemispherical plug valve slidably mounted in the top side thereof, the upper portion of said plug being cylindrical in form and occupying a cylindrical recess formed in the upper portion of said body, said plug having a needle valve extending vertically therethrough along its major axis and having its point projecting below the bottom of said hemispherical portion, means for adjusting the position of said needle valve, a fuel well disy'posed on the underside of said body, a iloat in said well, a needle valve in said body actuated by said iioat, said needle valve serving to control the action of a suction line, said body having a port for venting said well to the atmosphere, a tubular connection between said well and the interior of said body the outlet end of which is controlled by said rst mentioned needle valve, a butterfly valve between said plug valve and the outlet end of said body, and a valve controlled line communicating with said well and discharging a mixture of fuel and air into said body on the outlet side of said butterfly valve.

2. The device described in claim 1, together with means for actuating said plug valve in unison with said butterfly valve.

3. An oil carburetor consisting of a body having a cylindrical opening therethrough, one end of which serves as an air inlet and the other end of which communicates with the intake manifold of an internal combustion engine, said body having a cylindrical opening on its top side communicating with the main opening of said body and normal thereto, aplug valve Within the vertical cylindrical opening having its lower end hemispherical in shape, a Well on the underside of said body having a connection communicating between said well and the interior of said body immediately below said plug, said body having a countersunk opening around the point of connection to said well, an adjustable needle valve slidably passed through said plug for controlling the outlet of such connection, a iioat within said well, a suction line communicating with said well, a valve actuated by said float for controlling the action of said suction line, a butterily valve between said plug valve and the intake manifold, and a manually operated means for simultaneously opening said butterfly and plug valves whereby the opening of said butterfly valve will cause a rush of air around the underside of said plug valve and increase the lifting action exerted against the fuel Within the oil well.

JOHN H. ARFF. 

